Variable speed governor



Nov. 3, 1959 w. MALECKI El'AL 2,911,054

VARIABLE SPEED GOVERNOR Filed June 18, 1954 s Sheets-Sheet 2 IN V EN TORMia/J ya; 5

' E 7;;761? Inya/fAarsen Nov. 3, 1959 w. MALECKI ETAL VARIABLE SPEEDGOVERNOR 3 Sheets-Sheet 3 Filed June 18, 1954 I N V EN TOR,5 A v/iozzwin/1Z1 Tori??? J BY melt, rofxvI/s speed, are balanced in means forvariably United States Patent "ice 2,911,054 VARIABLE SPEED GOVERNOR IApplication June 18,1954, Serial No. 437,805

4 Claims. (Cl. ISO-82.1)

This invention relates to governors and, more particularly, to animproved velocity or mixture flow type governor for controlling thespeed of an internal combustion engine on an automotive vehicle.

Heretofore, velocity or mixture flow type governors have been employedoninternal combustion engines of automotive vehicles to control themaximum speed of the engine. Such governors include a throttle platewhich is mounted on a shaft extending transversely of the passagewaydefined by the intake manifold of the engine, the axis of the shaftbeing offset with respect tothe center line of the intake manifoldandthe throttle plate being offset with respect to the mentioned shaft.The portion of the throttle plate having the greatest area extendsupstream with respect to the flow of the fuel mixture and away from theintake manifold so that the throttle plate by the passage offuel'through the governor tend to move the throttle plate toward theclosed position. The closing of the throttle plate limits the amount offuel flowing to the cylinders of the engine and, consequently, limitsthe engine speed. The forces exerted on the throttle plate tend to varyin value as the throttle plate changes position and the closing'forces,at governed all positions by a reactance mechanism, the position of thegovernor throttle plate being dependent on the load imposed on theengine. Heretofore, means have also been provided for stabilizing thethrottle plate and to prevent throttle cheat. However, there has been acommon objection to prior governors of the indicated character in thatwhen the governor ,is set to limit the engine speed to a predeterminedvalue, as for example, an engine speed which will permit the vehicle tothe forces exerted on.

travel at 45 miles an hour in the high gear range, such engine speeddoes not provide a satisfactory rate of acceleration when the vehicle isoperated in the low gear range,

as for example, when the vehicle is initially started, or when it isoperating in heavy trafiic. Similarly, if the governor is set to limitthe engine speed to a predetermined value which permits the vehicle toaccelerate at a satisfactory rate when the vehicle is operated in thelower gear range, the engine speed and, consequently, the road speed ofthe vehicle is excessive for safe and economical operation when thevehicle is operated with relatively heavy loads in the high gear range.

An object of the invention is to overcome disadvantages in priorvelocity or mixture flow type governors and to provide an improvedvariable speed, velocity or mixture flow type governor incorporatingimproved means for selectively limiting the maximum speed of an internalcombustion engine.

Another object of the invention is to provide an improved velocity typegovernor mcorporating improved limiting the maximum speed of an in-2,911,054 7' Patented Nov. 3, 1959 teriial combustion engine as afunction of the rate of travel of the vehicle with Whichih engine isassociated.

Another object of the invention is to provide an improved velocity typegovernor incorporating improved means for selectively liniitin'g theroad speed of an automotive vehicle to a plurality of predeterminedvalues.

Another object of .the invention is to provide an improved velocity typevariable speed governor which is compact; which may be mounted in thefuel induction system of an internal combustion engine on an automotivevehicle so as to occupy a minimum of space; and which may be installedin the fuel induction system without disturbing the engine throttlelinkage.

. Another object of the invention is to provide an improved velocitytype governor for an internal combustion engine which may be easily andquickly adjusted to enable the engine to operate at a plurality ofpredetermined maximum speeds; which is economical to manufacture andassemble; and which is durable,iefii-cient and reliable in operation.

Another object of the invention is to provide an improved variable speedvelocity type governor incorporating improved means which reduces thetendency of the governor to hunt to a minimum; which substantiallyprevents throttle cheat and which reduces the turbulence in the enginefuel induction system to a minimum.

Another object of theinvention is to provide an improved variable speedvelocitytype governor for an internal combustion .engine on anautomotive vehicle incorporating improved means for variably limitingthe maximum speed as a function of the torque applied to the wheels ofthevehicle, and which operates quickly and efficiently in response tochanges in speed and load on the engine.

Another object of the invention is to provide an improved velocity typegovernor incorporating improved means enabling the governor throttleplate to swing through its full range of movement when the engine 'isoperated at relatively low speeds or at reducedpower and whichfacilitates a balanced flow of the fuel/air mixture to all cylinders ofthe engine. ,q

Another object of the invention is to provide an improved variable speedvelocity type governor which permits the vehicle to accelerate at arelatively high rate when the vehicle is operated in the lower gearranges and which ,limits the speed of the vehicle to a predeterminedvalue when the vehicle isoperated in the higher gear ranges.

The above as well as other objects and advantages of U the presentinvention will become apparent from the following description, theappended claims and the accompanyingdrawings wherein:

Figure 1 is a side elevational view, with portions broken away, of agovernor "constructed in accordance with the present invention, showingthe same installed intermediate the carburetor and the intake manifoldof an internal combustion engine;

Figj'Z is a sectional top plan view of the governor illus trated in Fig.1, taken on the line 22 thereof and looking in the direction of thearrows;

' Fig. 3 is a front elevational view of the governor illustrated inFig.1; 7 a

h Fig. 4 is a sectional top plan view of a portion of the structureillustratedin Fig. 1, takenon the line 44 thereof and looking in thedirection of the arrows;

Fig. 5 is a bottom plan view of a portion of the governor illustrated inFig. 1, taken 'on the line 5-5 thereof and looking in the direction ofthe arrows;

Fig. 6 is a transverse sectional view of a portion of the 7 structureillustrated in Fig. 2, taken on the line 66 thereof;

Fig. 7 is a sectional view of the governor illustrated in Fig. 2, takenon the line 7-7 thereof;

Fig. 8 is a sectional view of the governor illustrated in Fig. 2, takenon the line 8-8 thereof;

Fig. 9 is an elevational View of the governor illustrated in Fig. 1,showing the same installed adjacent the engine of a fragmentarilyillustrated automotive vehicle having a conventional gear shift;

Fig. 10 is an elevational view of a governor constructed in accordancewith another embodiment of the invention, and showing the same installedfor manual operation on an engine of .an automotive vehicle;

Fig. 11 is an elevational. view of another embodiment of the inventionand showing the same installed on an engine of an automotive vehiclehaving an automatic transmission; and

Fig. 12 is an enlarged fragmentary sectional top plan view of thegovernor illustrated in Fig. 11.

Referring to the drawings the presentinvention has been shownincorporated on a governor of the type disclosed and claimed in thecopending application of Witold Malecki, Serial No. 437,804, filed June1-8, 1954, for Governor. In Fig. 1, a carburetor and an intake manifold,generally designed 12 and 14, respectively, are shown, which may beconsidered to be a part of the fuel induction system of an internalcombustion engine on an automotive vehicle, although it will beunderstood. that the present invention is applicable to other uses. Thecarburetor 12 includes an outlet conduit 13 which is substantiallycircular in cross section and from which the fuel mixture emanates whilethe-intake manifold 14 defines a conduit 15 which is substantiallycircular in cross section and through which the fuel mixture isdistributed to the engine cylinders.

According to the illustrated embodiment of the present invention, agovernor, generally designated 16, is provided which is adapted to bemounted in the vehicle induction system intermediate the carburetor 12.and the intake manifold 14. The governor 16 is comprised of a body 18that defines a passageway 20 which is open at each, end and which, incross section, is preferably shaped in the form of a compressed circle,as shown in Fig. 2, the cross-sectional area of the passageway 20 beingless than the cross-sectional area of the conduits 13 and 15. As shownin Fig. 3, the body 18 is relatively thin and the body '18 may beinterposed intermediate the mounting flanges 22 and 24 of the carburetor12 and the intake manifold 14, respectively, so as to occupy a minimumof space and without requiring alteration of the engine throttlelinkage, the body 18 being secured to the mounting flanges 22 and 23, asby bolts. 25. By way of example, the body '18 may be installed in thespace normally occupied by the heat insulator conventionally providedbetween the carburetor and the intake manifold of an automotive vehicle.

A throttle plate 26 is provided which is fixed to a shaft 28, the shaftextending in a direction substantially parallel to the major axis of thepassageway 20 and being offset with respect to the major axis of thepassageway 20. The throttle plate 26 is also offset with respect to thelongitudinal axis of the shaft 28 so that the portion of the throttleplate with the greatest area extends away from the intake manifold 14and upstream with respect to the flow of the fuel mixture. With such aconstruction, the forces exerted on the throttle plate 26 by the passageof the fuel mixture through the passageway 20 tend to move the throttleplate toward the closed position. Since the cross-sectional area of thepassageway 20 is less than the cross-sectional area of the outletconduit 13 of the carburetor 12, sucha construction permits the governorthrottle plate 26 to swing through its full range of movethem when theengineis operated at relatively low speeds or at reduced power therebyfacilitating a balanced flow of the fuel mixture to all cylinders of theengine.

One end portion of the shaft 28 is journaled for oscillation in aneedle-type roller bearing 30 mounted in a bore 31 provided in the body18, the outer end of the bore 31 being closed by a suitable closureplate 33 re-. tained by any desired or conventional means. The oppositeend portion of the shaft '28 extends through an opening 32 in the body18 and is journaled for oscillation in a needle-type bearing 34 mountedin a boss 35 provided on a housing 3 the housing 36 being fixed to thebody 18, as by screws 38 and 40.

The forces exerted on the throttle plate 26 by the passage of the fuelmixture through the passageway 20 tend to vary in value as the throttleplate changes position and in order to balance the closing forcesexerted on the throttle plate, at governed speeds, in all positions, areactance mechanism is provided, generally designated 41. The reactancemechanism is comprised of a cam 42 which is disposed in an open-sidedcompartment 44 defined by the housing 36. The cam 42 is fixed to theshaft 28 at a position adjacent the bearing 34, the configuration of thesurface 46 of the cam being determined by the characteristics of theparticular engine with which the governor is associated. One end of aflexible tape 48 is fixed to the cam 42, as at 50, andithe tape 48extends over the surface 46 of the cam. The distal end of the tape 48 isfixed to one end of a coil spring 52 while the 'opposite end of the coilspring 52 threadably engages the head 54 of an adjusting screw 55. Withsuch a construction, the force of the spring is applied through varyingradii to resist the closing effort of the throttle plate 26. Theadjusting screw 55 also includes a threaded shank portion 56 which isdisposed in a chamber 58 provided in the housing 36 at a positionadjacent one end of the compartment 44. The shank portion 56 of theadjusting screw 55 is threadably mounted in a nut 60, and the nut 60, inturn, is rotatably mounted in a bore 61 provided in the housing 36intermediate the chamber 58 and the compartment 44, longitudinalmovement of the nut being prevented by any suitable means. With such aconstruction, rotation of the nut 60 efiects longitudinal movement ofthe adjusting screw 55 so as to vary the tension of the spring 52 whilerotation of the screw 55 effects movement of the head portion 54 of theadjusting screw relative to the convolutions of the spring 52 andmovement of the shank portion 56 relative to the nut 60 so as tosimultaneously vary both the tension and the spring rate. The outer endportion of the chamber 58 is closed by a cover assembly 64 which may besecured to the housing 36, by any suitable means, as for example, by awire 66 which extends through a plurality of circumferentially spacedopenings 68 provided in the peripheral flange portion of the coverassembly-64, the openings 68 being adapted to mate with openings 70provided in the adjacent end portion ofthe housing 36. The free endportions of the wire 66 may be secured by a con ventional sealing member71 to prevent unauthorized adjustment of the screw 55 and the nut 60.

The compartment44 defined by the housing 36 is closed by a closuremember 76 which is secured to the body 36, as by screws 78. In order toinsure that the pressure in the compartment 44 will be substantiallyatmospheric pressure when the closure member 76 is in place, apluralityof vent openings 89 are provided in the back wall 82 of the housing 36,the openings 84) being disposed between the planes of the top and bottomsurfaces of the body 18, and at a position adjacent the junction of thebody 18 with the housing 36. With such a construction, the openings 80are protected from oil, dirt and other debris normally present adjacentan internal combustion engine.

For the purpose of filtering the air passing through the openings 8-0, afilter 84 is provided which is disposed adjacent the inner surface ofthe back wall 82 of the housing 36 so as to cover the openings 80. Thefilter 84 may be formed of felt, fiber glass or other suitable materialand the replacement of the filter 84 may be easily and quickly elfectedby removing the closure member 76.

For the purpose of stabilizing the throttle plate 2.6 and to preventthrottle cheat, a piston 86 is provided which is reciprocally mounted ina bore 88 provided in the housing 36 at the end thereof remote from thechamber 58, the outer end of the bore 88 being sealed by a plug 89retained by any suitable or conventional means. One end of. a piston rod90 is fixed to the piston 86, as at 92. The piston rod 90 extendsthrough an opening 94 provided in a transverse Wall 96 of the housing 36and the distal end portion of the piston rod 90 is provided with'arecess 98 adapted to receive an arm 100 of an actuating member 102. Thearm 100 is integrally joined to a pair of arms 104 and 106 which arefixed to the cam 42on opposite sides of the shaft 28. With such aconstruction, longitudinal movement of the piston 86 toward the right,as viewed in Fig. 2, effects rotation of the shaft 28 in a direction tomove the throttle plate 26 toward the closed position while movement ofthe piston toward the left, as viewed in Fig. 2,.effects rotation of theshaft 28 in a direction to movethe throttle plate 26 toward the openposition. The rod end portion of the bore 88 communicates with thechamber 42 through the opening 94 in the wall 96 while the head endportion of the bore 88 communicateswith the passageway 20 on thedownstream side of the throttle plate 26, such communication beingeffected through ducts 106 and 108, an annular groove 110 which isprovided in the back wall 82 of the housing 36 and which encompasses thescrew 40,-and ducts 112 and 14 which are provided in the body 18. Withsuch a construction, an increase in the vacuum'on the downstream side ofthe throttle plate 26 effects an increase in the vacuum at the head endof the bore 88 with the result that the piston 86 tends to move towardthe right, as viewed in Fig. 2. As the piston moves toward the right,the distal end of the rod 90 engages the arm 0 of the actuating member102 so as to move the arm'100 toward the right, as viewed in Fig. 1,thereby effecting a clockwise rotation of the shaft 28, as viewed inFig. 1, and moving the throttle plate 26 toward the. closed position.Since the piston moves in response to the pressure downstream of thethrottle plate 26 such a construction substantially prevents throttlecheat. Such a construction also enables the piston to assist the forcesexerted on the throttle plate 26 by the flow of the fuel mixture.through the passageway 20 to move the throttle plate 26 toward theclosed position and also provides a stabilizing effect on the throttleplate 26 because of the dashpot action of the piston 86, therebyreducing hunting of the governor to a In accordance with the presentinvention, means are provided for selectively varying the governingspeed of the governor, such means including bypass means which permits aportion of the fuel mixture flowing through the outlet conduit of thecarburetor to bypass the throttle plate of the governor. The bypassmeans effects a reduotion of the closing forces exerted on the throttleplate by the fuel flowing through the governor, thereby causing thethrottle plate to assume a more fully open position with the result thata higher engine speed is permitted when the bypass means is employed butengine governing control is effected at a higher predetermined enginespeed. .Means are also providedfor selectively varying the amount offuel bypassing the governor throttle plate, the control means beingactuated in any desired manner. For example, the bypass control meansmay be automatically actuated in response to the shifting of the vehiclegears; variations in the road speed of the vehicle; manually; or in anyother desired manner. At a position near, but outwardly spaced from, thepassageway 20, a plurality of spaced orifices 116, 118 and 120 areprovided in the body 18, the orifices 116, 118

and extending through the body 18 in a direction substantially parallelwith the longitudinal axis of the passageway 20. While in the preferredembodiment of the invention illustrated a plurality of orifices areshown which are substantially circular in cross section, it will beunderstood that any desired numberof orifices may be utilized and thatsuch orifices may have any desired cross sectional configuration. Aspreviously mentioned,- the passageways in the carburetor 12 and theintakemanifold 14 are substantially circular in cross section while thepassageway 20 in the body 18, in cross section, is preferably shaped inthe form of a compressed circle and is smaller in area than thepassageways 13 and 15 in the carburetor and intake manifold,respectively. As shown in Fig. 4, the orifices 116, 118 and 120 aredisposed within the cylindrical extensions of the passageways'13 and 15in the carburetor 12 and intake manifold 14. Consequently, when theorifices 116, 118 and 120 are open, a portion of the fuel mixtureemanating from the outlet conduit 13 of the carburetor 12 is permittedto flow through the body 18 to the conduit 15 of the intake manifold 14while bypassing the throttle plate 26, thereby causing the throttleplate to assume a more fully open position so that a higher engine speedis permitted but engine governing control is efiected at a higherpredetermined engine speed.

At a position intermediate the top and bottom surfaces 122 and 124,respectively, of the body 18, a slot 126 is provided which extends in -aplane substantially parallel to the planes of the top and bottomsurfaces 122 and 124 and perpendicular to thelongitudinal axes of theorifices 116, 118 and 120. An elongate slide valve 128 is mounted forreciprocation in the'slot 126 and is adapted to successively open andvclo'se any portion or any number of the orifices 116, 118 and 120 asitmoves longitudinally of the slot 126. The outer end of the valve 128is fixed to one end of the actuating wire 130 of-a conventional Bowdenwire 132, while the sleeve 134 of the Bowden wire is secured to abracket 136 fixed to the body 18, as by a screw 138.

In the embodiment of the invention shown in Fig. 9, the end of theBowden wire 132 remote from the valve 128 is actuated by a pair ofcontrol arms .140 and 142, the positions of which are controlled by theposition of the gear shift lever mounted on the steering column 146 ofthe vehicle. The arms 140 and 142 are adapted to move the actuating wire130 of the Bowden wire 132 so that all of the orifices 116, 118 and 120are open when the lever 144 is shifted .to the low gear position, andtomove the actuating wire 130 of the Bowden wire 132 so as tosuccessively. close, the orifices 116, 118 and 120 as the lever '144 isshifted successively from the low gear position through the second gearposition to the high gear position. Accordingly, the amount of fuelmixture which is permitted to bypass the throttle plate 26 of thegovernor 16 through the orifices 116, 118 and 120 is successivelyreduced as the gears are shifted with the result that the maximum enginespeed is also progressively limited as the gears are shifted. Such aconstruction enables the vehicle to accelerate at a relatively rapidrate in the lower gear ranges but lowers the maximum speed of theengine, and, consequently, the maximum speed of the vehicle, when thegears are shifted to=the high range thus providing for safe andeconomical operation of the vehicle at the maximum desired governedspeed which is controlled solely by the throttle plate 26 when theorifices 116, 118 and 120 are completely closed by the valve 128.

Inthe embodiment of the invention illustrated in- Fig. '10, the end ofthe Bowden wire 132. remote from the valve 128 is actuated by a plunger148 which may be mounted on the dashboard 150 of the vehicle and which,if desired, may be designed for key release so that the owner of thevehicle may position the valve 128 at any desired setting and lock thevalve 128 in the selected adjusted position. For example, a parent maydesire to close all of the orifices 116, 118 and 120 when his childrenoperate thevehicle so that the engine speed and, consequently, thevehicle road speed is controlled solely by the governor throttle plate26 in all gears, but he may desire to open the orifices 116, 118 and 120when he operates the vehicle himself thus providing an increase in theacceleration rate of the vehicle in the lower gear ranges as well as anincrease in the maximum road speed of the vehicle when the vehicle isoperated in the higher gear ranges.

In the embodiment of the invention shown in Figs. 11 and 12, theposition of the valve 128 is shown as being controlled by a fiyball typegovernor, generally designated 152. The flyball type governor 152 iscomprised of a pair of weights 154 and 156, the weight 154 being carriedby a pair of arms 158 and 160 pivotally connected by a pin 162, whilethe weight 156 is carried by a pair of arms 164 and 166 pivotallyconnected by a pin 168. The outer end portions of the arms 160 and 166are pivotally connected to one end of a shaft 170 rotatably mounted inthe end wall 172 of the flyball governor casing 174 while the outer endportions of the arms 158 and 164 are pivotally connected to a shaft 176rotatably and slidably mounted in the end wall 178 of the casing 174.One end of a coil spring 180 is fixed to the pivot pin 162 while theopposite end of the coil spring 180 is fixed to the pivot pin 168, theforce ofthe spring 180 being applied to urge the arms in a direction tomove the weights toward each other. The outer end portion of the shaft170 is operatively connected to a flexible driving cable 182' which maybe driven by the speedometer takeoff 184 of a conventional automatictransmission 186, or any other suitable power takeoff which enables theshaft 170 to rotate as a function of the vehicle, road speed. The shaft176 is provided with a pair of flanges 188 and 190 which projectradially outwardly of the shaft 176 and define a groove 192. Anactuating arm 194 is provided which is I tion of the arm 194 is providedwith an elongate slot 200 adapted to receive a pin 202 fixed to theouter end portion of the valve 128 of the governor 16.

When the vehicle is stopped, the orifices 116, 118 and 120 are open andthe components of the velocity type governor 16 and the flyball typegovernor 152 occupy the positions illustrated in Fig. 12. -As thevehicle is accelerated and the road speed of the vehicle increases, theshaft 170 is rotated by the flexible driving cable and the weights 154and 156 move outwardly, thereby pivoting the arms 158, 160, 164 and 166outwardly, and the arms 158, 160, 164 and 166 in turn cause the shaft176 to move toward the shaft 170. The movement of the shaft 176 istransmitted to the arm 194 through the pin 198 so that the arm 194pivots about the pin 196, thereby causing the valve 128 to movelongitudinally of the slot 126 so as to progressively close the orifices116, 118 and 120. Accordingly, the amount of fuel which is permitted tobypass the throttle plate 26 is' progressively reduced and the maximumspeed of the engine is progressively reduced as the road speed of'thevehicle increases and the torque applied to the wheels of the vehiclethrough the automatic transmission is reduced. Such a constructionenables the vehicle to accelerate at a relatively rapid rate when theautomatic transmission 186 is operating in the high torque range, butthe maximum speed of the engine, and consequently the maximum speed ofthe vehicle, is reduced when the automatic transmission is operating inthe low torque, high speed range.

For the purpose of providing a relatively rich fuel-air mixture to theengine under certain load conditions and to provide a relatively leanmixture when the engine is operating with a relatively light load, thecarburetor 12 may beequipped with a vacuum economizer (not shown) fwhichoperates as a function of the vacuum in the in- 8 take manifold 14. Inorder that such a vacuum economizer may function properly, a bypasspassageway 204 is provided in the body 18 of the governor 16, the bypasspassageway 204- extending in a direction substantially parallel to thelongitudinal axis of the passageway 21'). One end of the bypasspassageway 204 is connected to a radially inwardly extending groove 206which communicates with passageway 20 at a position downstream of thethrottle plate 26 while the opposite end of the passageway 204 isconnected to a groove 208 provided in the surface 12.2; of the body 18,the groove 208 extending around the passageway 20 in radially outwardlyspaced relationship with respect thereto. When the governor 16 isinstalled intermediate the carburetor 12 and the intake manifold 14, thegroove 208 is aligned with a duct conventionally provided in thecarburetor 12 and leading to the carburetor vacuum economizer with theresult that the pressure in the intake manifold downstream of thethrottle plate 26 is communicated to the vacuum economizer, through thegroove 206, the passageway 204 and the groove 208, thereby permittingthe vacuum economizer to function properly when the governor throttleplate 26 is controlling the engine speed as well as when the carburetorthrottle is controlling the engine speed.

For the purpose of providing a retarded spark when the engine is idlingor operating under a heavy load, and an advanced spark for relativelyhigh speed operation of the engine, the engine may be provided with anautomatic vacuum spark control mechanism (not shown). As is wellunderstood by those skilled in the art, the regulation of the sparkcontrol mechanism is determined by the position of the carburetor valverelative to an orifice in the carburetor throat. The orifice in thecarburetor throat communicates with a chamber on one side ofa diaphragmand the diaphragm, in turn, is connected to the distributor of theengine so that the distributor retards or advances the spark as afunction of the conditions existing at the orifice in the carburetorthroat. In order that the automatic spark control mechanism may functionproperly when the governor 16 is controlling the speed of the engine, aswell as when the carburetor is controlling the speed of the engine, anautomatic transfer valve mechanism, generally designated 210, isprovided. The transfer valve mechanism 210 is comprised of a springbiased valve212 which is reciprocally mounted in a bore 214 provided inthe body 18, the outer end of the bore 214 being sealed by a plug 215retained by any suitable or conventional means. The valve 212 includes abody portion 216, a reduced diameter shank portion 218, and a valve headportion 220, the body portion 216 being of such a size as to closely fitthe inner end portion of the bore 214 while the valve head portion 220is adapted to seat against an internal shoulder 222 provided in the bore214 at a position near, but spaced from, the outer end thereof. The endportion of the bore 214 adjacent the body portion 216 of the valve 212is connected to the passageway 20 at a position upstream with respfectto the throttle plate 26 by a duct 224 while the opposite end portion ofthe bore 214 is connected to the passageway 20 at a position downstreamwith respect to the throttle plate 26 by a duct 226. A pair of vacuumlines 228 and 230 are provided, one end of the line 228 being connectedto the central portion of the bore 214 while the opposite end of theline 228. is connected to the mentioned orifice in the throat of thecarburetor. One end of the line 230 is connected to the central portionof the bore 214 at a position axially spaced from the line 228 while theopposite end of the line 230 is connected to a conventional diaphragmhousing 232.

In the operation of the spark control mechanism, the pressure at theorifice in the carburetor throat controls the spark as long as thecarburetor controls the engine speed. However, when the governor 16controls the engine speed, the vacuum produced in the passageway 20 onthe downstream side of the governor throttle plate 26 causes a reductionin the pressure in the end portion of the bore 214 adajacent the duct226. Since the pressure in the passageway 20 on the upstream side of thethrottle plate 26 is higher than the pressure on the downstream side ofthe throttle plate 26 when the governor is controlling the engine speed,the pressure in the end portion of the bore 214 adjacent the duct 224'is greater than the pressure in the end of the bore 214 adjacent theduct 226. Consequently, the valve 212 moves longitudinally of the bore214 in a direction toward the duct 226 so that the valve head portion220 moves away from the valve seat 222 thereby connecting the line 230to the passageway 20 through the bore 214 and the duct 226 so that thepressure in the passageway 20 on the downstream side of the throttleplate 26 is applied to the diaphragm. At the same time, the body portion216 of the valve 212 closes the end of the line 228 which communicateswith the bore 214 so that the pressure at the orifice in the carburetorthroat is not communicated to the diaphragm. When the engine speed isagain controlled by the carburetor throttle valve, the pressure in thepassageway 20 is substantially the same at the ducts 224 and 226 withthe result that the spring biased valve 212 moves longitudinally of thepassageway 20 toward the duct 224 thereby opening the end of the line228 which communicates with the bore 214 and seating the valve headportion 220 against the valve seat 222 so that the pressure in the duct226 is not communicated to the line 230.

While a preferred embodiment of the invention has been shown anddescribed, it will be understood that various changes and modificationsmay be made without departing from the spirit of the invention.

What is claimed is:

1. A governor for an internal combustion engine on an automotivevehicle, said engine having a carburetor provided with a fuel mixtureconduit, said engine also having an intake manifold defining aninduction conduit aligned with said carburetor conduit, said governorcomprising, in combination, a body adapted to be disposed between saidcarburetor and said intake manifold and defining a fuel mixturepassageway adapted to be aligned with said conduits, the cross-sectionalarea of the passageway defined by said body being less than thecrosssectional area of said conduits, an unbalanced throttle platepivotally mounted in said passageway, said throttle plate being adaptedto be moved toward the closed position by the flow of fuel mixturethrough said passageway, resilient means urging said throttle platetoward the open position, means for selectively varying the governingspeed of said governor while maintaining the governing action of saidthrottle plate, said means including a bypass orifice extending throughsaid body in outwardly spaced relationship with respect to saidpassageway and adapted to open directly into said carburetor andinduction conduits, a selectively adjustable valve carried by said bodyfor selectively controlling the fiow of fuel mixture through said bypassorifice, and control means remote from said body for selectively varyingthe position of said valve to control the amount of fuel mixture flowingthrough said bypass orifice, said control means operating independentlyof said throttle plate and independently of the pressure in the fuelmixture passageway defined by said body.

2. In combination with an internal combustion engine on an automotivevehicle, said engine having a carburetor provided with a cylindricalfuel mixture conduit, said engine also having an intake manifolddefining a cylindrical induction conduit aligned with said carburetorconduit, a governor comprising a body disposed between said carburetorand said intake manifold and defining a fuel mixture passageway alignedwith said conduits, the crosssectional area of the passageway defined bysaid body being less than the cross-sectional area of said conduits, anunbalanced throttle plate pivotally mounted in said passageway, saidthrottle plate being adapted to be moved toward the closed position bythe flow of fuel mixture through said passageway, resilient means urgingsaid throttle plate toward the open position, means for selectivelyvarying the governing speed of said governor while maintaining thegoverning actionof said throttle plate, said means including a, bypassorifice extending through said body in outwardly spaced relationshipwith respect to said passageway and being disposed within thecylindrical dimensions of said carburetor and induction conduits so asto open directly into said conduits, a selectively adjustable valvecarried by said body for selectively controlling the flow of fuelmixture from said carburetor conduit through said bypass orifice to saidinduction conduit, and control means remote from said body andoperatively connected to said valve for selectively varying the positionof said valve to control the amount of fuel mixture flowing through saidorifice, said control means operating independently of said throttleplate and independently of the pressure in the fuel mixture passagewaydefined by said body.

3. In combination with an internal combustion engine on an automotivevehicle, said engine having a carburetor provided with a fuelmixture-conduit, said engine also having an intake manifold defining aninduction conduit aligned with said carburetor conduit, a governorcomprising a body disposed between said carburetor and said intakemanifold and defining a fuel mixture passageway aligned with saidconduits, the cross-sectional area of the passageway defined by saidbody being less than the cross-sectional area of said conduits, anunbalanced throttle plate pivotally mounted in said passageway, saidthrottle plate being adapted to be moved toward the closed position bythe flow of fuel mixture through said passageway, resilient means urgingsaid throttle plate toward the open position, means for selectivelyvarying the governing speed of said governor while maintaining thegoverning action of said throttle plate, said means including a bypassorifice extending through said body in outwardly spaced relationshipwith respect to said passageway and opening directly into saidcarburetor and induction conduits, a selectively adjustable valvecarried by said body for selectively controlling the flow of fuelmixture from said carburetor conduit through said bypass orifice to saidinduction conduit, and control means remote from said body andresponsive to the road speed of the vehicle for selectively varying theposition of said valve to control the amount of fuel mixture flowingthrough said orifice, said control means operating independently of saidthrottle plate and independently of the pressure in the fuel mixturepassageway defined by said body.

4. In combination with an internal combustion engine on an automotivevehicle, said engine having a carburetor provided with a fuel mixtureconduit, said engine also having an intake manifold defining aninduction conduit aligned with said carburetor conduit, a governorcomprising a body disposed between said carburetor and said intakemanifold and defining a fuel mixture passageway aligned with saidconduits, the cross-sectional area of the passageway defined by saidbody being less than the cross-sectional area of said conduits, anunbalanced throttle plate pivotally mounted in said passageway, saidthrottle plate being adapted to be moved toward the closed position bythe flow of fuel mixture through said passageway, resilient means urgingsaid throttle plate toward the open position, means for selectivelyvarying the governing speed of said governor while maintaining thegoverning action of said throttle plate, said means including a bypassorifice extending through said body in outwardly spaced relationshipwith respect to said passageway and opening directly into saidcarburetor and induction conduits, a selectively adjustable valvecarried by said body for selectively controlling the flow of fuelmixture from said carburetor conduit through said bypass 11 7' y 132orifice to said induction conduit, and control means hav- ReferencesCited in the file of this patent ing a thrust connection with said valveand operable as a function of the road speed of the vehicle forselectively UNITED STATES PATENTS Varying the position of said valve tocontrol the amount Re. 21,776 Hoof -2 -2 Apr. 22, 1941 of fuel mixtureflowing through said Orifice, said control 5 2,253,875 Vatter Aug. 26-,1941 means operating independently of said throttle plate and 2,289,014Howard July 7, 1942 independently 'of the pressure in the fuel mixturepa'ssage- 2,493,883 Larsen 2 I an. 10, 1950 way defined by said body.2,527,352 Christian Oct. 24, 1950

